Car construction



Sept. 6, 1938. 'o. c. DURYEA CAR CONSTRUCTION Filed Nov. 20, 1956 5 Sheets-Sheet 1 LJWMOJ NM W NW @v Q mw hm WNW m r 3 C L AM w 1:: 1; 1 1 111; I ji/mi Q. m n x v .W\ m WW w wk wk w q 7 NS p 1938- o. c. DURYEA 2,129,549

CAR CONSTRUCTION Filed Nov. 20, 1956 3 Sheets-Sheet 2 i waaa P 1938. o. c. DURYEA' 2,129,549

CAR CONSTRUCTION Filed Nov. 20, 1936 5 Sheets-Sheet 3 Patented Sept. 6, 1938 PATENT oFFics CAR- CONSTRUCTION Otho C. Duryea, Waterbury, Conn., assignor to O. C. Duryea Corporation, Wilmington, DeL, a corporation of Delaware Application November 20, 1936, Serial No. 111,958

11 Claims. (Cl. 213-8) This inventionrelates to railway car underframes of the Duryea type wherein long travel is provided for cushioning draft and buffing shocks with low forces, together with train slack that is predetermined independently of and is shorter than said long travel. In a well known form, the Duryea unlderframe embodies a draft and buffing column that extends longitudinally substantially the length of the car body and is slidable with respect to the car bolsters, relative movement between the column and bolsters being cushioned by suitable resilient long travel cushion gears which may'if desired also embody frictional elements. Couplers are mounted for movement of limited extent relative to the draft and buffing columnso as to provide train slack the extent of which is predetermined independently of the travel of the column relative to the bolsters. The present invention relates more particularly to a novel long travel cushion gear for cushioning the movement of the draft and buffing column relative to the car bolsters, said gear being of the type embodying both resilient and frictional elements.

One of the objects of the present invention is to provide a novel long travel cushion gear embodying both resilient and frictional elements which is constructed so as to provide a strong, rugged device comprising few parts and one which can be manufactured economically and is adapted to give long life.

' Another object of the invention is to provide novel means for limiting the maximum extent of travel of the column and cushion gear under heavy draft or bufling forces. 7 Other objects of the invention will appear more fully hereinafter as the description of the invention proceeds.

One embodiment'of theinvention has been illustrated in the accompanying drawings, but it is tobe expressly understood that said drawings are for purposes of illustration only and are not to be construed as a. definition of the limits of the invention, reference being had to the appended claims for this purpose.

In the drawings:

Figs. 1 and 1a constitute a plan view in section of one end of a car underframe embodying the invention; I

Figs. 2 and 2a. constitute a side View in section on the center line of Figs. 1 and 111.;

Fig. 3 is a section taken on the line 3-3 of Fig. 2;

. Fig. 4 is a section taken on the line 4-4 of 2; and

Fig. 5 is a section taken on the line 5-5 of Fig. 2.

Referring now to the construction shown in the drawings, a part of the bolster construction at one end of the car is illustrated in Figs. 1a and 2a and comprises a center brace casting I of any suitable type and. suitable bolster construction 2 extending laterally on either side of the center brace casting. a .The bolster construction as here shown is cast integrally, although any other suitable construction may be employed. Extending slidably past the bolster construction is a draft and bufling column which also may be of any suitable typeand which in the form shown comprises two spaced parallel channels 3, 3 that extend slidably through suitable openings in the bolster and embrace the casting I, said channels being connected together by suitable top and bottom cover plates 4 and 5 respectively. Adjacent the bolster construction, the draft and bufling column is open at top and bottom and it is preferably strengthened by the provision of plates 6 extending vertically between the flanges of the channels 3, 3 and suitably secured to said flanges as by welding at 1 (Figs. 4 and 5).

Movement of the draft and bufllng column in either direction relative to the bolster is limited by suitable stop means adapted to engage the casting I. prises inner and outer stop plates adapted to engage the inner and outer faces of said casting, the inner stop plate being shown at 8 in Fig. 2. Referring particularly to Figs. 4 and 5, said stop plate 8 extends laterally across the draft and buffing column between the inner faces of the channels 3, 3 and is welded at both ends to said channels, said ends being suitably formed to provide spaces 9 adjacent the inner faces of the channels for the weld material. Said stop plate thereby constitutes an integral tie member connecting the channels together and at the same time a stop plate for limiting longitudinal movement of the column relative to the bolster.

Preferably the outer edge of the stop plate which engages the bolster has a thickening flange 10 to provide greater strength.

Couplers are mounted-at the ends of the draftand bufiing column 3, 3 for movement of limited extent relative thereto to provide predetermined train slack, and a suitable construction is shown in Figs. 1a. and 2a. Cheek plates II are secured to the inner faces of the channels 3, 3 in any suitable manner as by welding, said cheek plates being provided with ribs l2 defining the edges As shown herein said means comof slots l3 that are alined with slots M in the channels 3, 3. A key l5 extends laterally through the slots, said key being provided at one end with an enlarged head I6 and at the other end with a retaining pin I! in a slot l8. The shank of the coupler l9 extends inwardly between the cheek plates II and is provided with a slot 20 through which said key l5 also extends. The coupler I9 and key l5 are normally maintained in the position shown in Figs. 1a. and 20 by the coupler cushion gear described hereinafter, in which position draft forces applied to the coupler are transmitted through the key |5 to the column 3, 3 and cause the outward movement of said column without train slack. In the case of buffing forces, however, the coupler may move inwardly relative to the key l5 due to the fact that the slot 20 is longer than the key and thereafter the coupler and key may move inwardly a further distance relative to the column 3, 3 the extent of which is limited as described hereinafter. This inward movement of the coupler relative to the column provides train slack of predetermined extent.

Suitable resilient means are provided for cushioning the inward movement of the coupler I9 relative to the draft and bufiing column. As shown in Figs. 1a. and 2a, a spring housing 2| is disposed between the channels 3, 3 and is provided at each side with laterally extending ribs 22 and walls 23 that project through and are welded in openings in the webs of the channels 3, 3. Seated in a pocket formed in the housing 2| is a coil spring 24, said spring being compressed between inner and outer plates 25 and 26 respectively, by means of a bolt 21. The outer plate 26 projects beyond the outer face of the housing 2| and is engaged by a suitable follower plate 28 against which the butt of the coupler I9 bears. With this construction, inward movement of the coupler relative to the column 3, 3 results in compression of the spring 24 which cushions the movement of the coupler, and the extent of said inward movement of the coupler is limited by engagement of the follower plate 28 with the outer face of the housing 2|, the space 29 between said follower and housing determining the maximum train slack. Further inward movement'of thecoupler under heavy buifing forces causes inward movement of the draft and buffing column 3, 3 relative to the bolster.

Figs. 1, 1a, 2 and 2a. further illustrate the construction of .a novel long travel cushion gear operatively interposed between the center brace casting I and the draft and buffing column 3, 3 to cushion movement of said column relative to the bolster, said cushion gear embodying both resilient and friction means. Said cushion gear comprises one or more friction shoes 3| having triangularly disposed friction surfaces, one of which is parallel to the inner face of the adjacent channel 3 and is adapted to be maintained in frictional engagement therewith as hereinafter described, wear plates 32 being preferably secured rigidly to the web of the channel for engagement with the shoes 3|. Said shoes are held against longitudinal movement by means of an extension from the center brace casting comprising upper and lower horizontal arms 33 connected together at their inner and outer corners by vertical posts 34. Said horizontally extending arms 33 are reduced in width intermediate their ends and taper inwardly from their portion of reduced width, thereby having oppo-' sitely inclined or tapered edges that are substantially parallel to the other two surfaces of the triangular friction shoes 3|. In this manner pockets corresponding in shape to the friction shoes 3| are formed between the wear plates 32 and the arms 33 in which said shoes are retained against longitudinal movement but are capable of lateral movement, and to support said shoes in the pockets, the lower arm 33 may be extended laterally under the pockets as shown at 33a in Fig. 4. Preferably the edges of the arms 33 adjacent the friction shoes 3| are provided with vertical ribs 35 as shown in Fig. 4 to provide greater bearing surfaces for said shoes.

Slidably disposed between the upper and lower arms 33 is a friction casting 36 adapted to transmit draft and bufling forces to the friction shoes 3|. Said casting has substantially the same shape as the horizontal arms 33, being reduced in width at its intermediate portion and having throughout this portion a substantially rectangular hollow cross section as shown in Fig. 4, the side walls 31 of which are substantially parallel to but spaced from the inner ends of the friction shoes 3|. Inwardly and outwardly of this intermediate section of reduced width, said side walls 31 are continued by tapered friction surfaces 38 as shown in Fig. l, which surfaces 38 are aligned with the ribs 35 and substantially parallel to the inclined friction surfaces of the shoes 3|. The outer tapered side walls 38 terminate adjacent the corner posts 34 and the casting 36 preferably extends through and is supported in an opening in the center brace casting l as shown in Fig. 211, said casting 36 preferably terminating in a vertical tie wall 39. The inner tapered side walls 38 terminate adjacent the inner corner posts 34, and inwardly thereof said casting 36 extends through and is supported in an opening between the arms 33 and terminates in a head comprising vertical ribs 40 and a vertical end wall 4|.

The inner end of said friction casting 38 is operatively connected to suitable resilient means through which draft and buffing forces are transmitted to said casting on outward and inward movement of the column 3, 3 respectively. As shown, said resilient means comprising a pair of coil springs 42 disposed longitudinally between the channels 3, 3 and bearing at their outer ends against a follower plate 43 that engages the end wall 4| of the casting 36. Said springs 42 at their inner ends bear against a follower plate 44 that engages enlarged heads 45 of links 46 that extend longitudinally through the springs 42 and follower plate 43 and are connected to the casting 36 by suitable means such as pins 41. On outward movement of the column, follower plate 44 is engaged by suitable stops 48 secured to said column, and on inward movement of the column, follower plate 43 is likewise engaged by suitable stops secured to said column which in the form shown comprise the ends 49 of the wear plates 32.

The operation of this cushion gear will be clear from the foregoing description. Assuming a draft force applied to the coupler |9 at the end of the car shown in the drawings, the column 3, 3 is moved outwardly relative to the car bolster. The stops 48 engage the follower plate 44 and compress the springs 42 against the follower plate 43 and therefore against the friction casting 36, which is thereby moved between the bolster arms 33 to cause the inner tapered walls 38 to engage the adjacent faces of the friction shoes 3| and to push the same against the oppositely tapered ribs 35. Due to the inclination of these tapered engaging surfaces, said shoes3| are urged outwardly and maintained in frictional engagement with the wear plates 32 during outward movement of the column 3, 3. If the draft force is large enough, the movement of said draft and buffing column may'continue until the stop.

plate 8 engages the inner face of the center brace casting I. Thereafterthe springs 42 return the parts to. the position shown in the drawings.

. If a buffing force is applied to the coupler ii! at the end of the car shown in the drawings, it first causes inward movement of the coupler relative to the draft and buffing column, which inward movement is cushioned by compression of the spring 24. This slack movement of the couplercontinues until the follower 28 engages the casting 2|. Thereafter the column 3, 3 is moved inwardly and the ends 49 of the wear plates 32 come into engagement with the follower plate 43 and compress the springs 42 against the followerplate 44. The links 46 pull the casting 36' inwardly whereupon the outer tapered walls 38 engage the friction shoes 3| and push them against the oppositely tapered ribs 35 of the horizontal arms 33, whereby'said shoes are thrust outwardly and maintainedgin frictional engagement with the wear plates 32. This inward movement of the draft and buffing column may continue, if the buffing force is great enough, until the outer stop plate (not shown)"engages the outer face of the center brace casting I, and thereafter the springs 42 return the parts tothe position shown in the drawings.

It will be understood that the angles of the tapered surfaces may be varied under different conditions and that the wearplates 32 may be tapered or not as desired. For example, the wear plates 32 are shown fiat and the angle of inclination of the. tapered surfaces is relatively large, the frictional resistance being, however, great enough to snub the return of the draft and buffing column to its normal position as well as supplementing the compression of the springs in cushioning draft and buffing forces.

While only one embodiment of the invention has been described and illustrated in the drawings, it will be understood that the invention is capable of a variety of mechanical embodiments and that changes may be made in the form, details of construction and arrangement of the parts without departing from the spirit of the invention. Reference is therefore to be had to the appended claims for a definition of the limitation of the invention.

What is claimed is:

1. In a railway car, the combination of a body bolster, a draft and bufling column extending slidably past said bolster and having a friction surface, a friction shoe having triangularly disposed friction surfaces one of which engages said column surface, means secured to said bolster and having oppositely inclined surfaces alternately engaging the other two faces of said shoe one of said inclined surfaces holding said shoe against substantial longitudinal movement in one direction and the other holding said shoe against substantial longitudinal movement in the other direction, and means including a resilient element operatively interposed between said shoe and column and adapted to urge said shoe against one inclined surface when the column moves in one direction and against the other inclined surface w en the column moves in the opposite direction.

I 2. In a railway car, the combination of a body bolster, a draft and bufling column extending slidably past said bolster and having a friction surface, a friction shoe having triangularly dlsf posed friction surfaces one of which engages the. friction surface of said column, means secured to; said bolster and'having oppositely inclined surfaces alternately engaging the other two faces of said shoe and holding the same against substan tial longitudinal movement, friction means having oppositely inclined surfaces adapted to alternately engage said other two faces of the shoe, and resilient means operatively interposed between said column and friction means and adapted to. be compressed against said friction means in one or the other direction as said column moves in one or the other direction. 3. In a railway car, the combination of a body bolster, a draft and buffing column extending slidably past said bolster and having a friction surface, a friction shoe having triangularly dis"- posed friction surfaces one of which engages said column surface, means operatively connectingsaid shoe and said bolster for holding said shoe; against substantial longitudinal movement but permitting lateral movement, a friction member movable in both directionsand having oppositely inclinedsurfaces adapted to alternately engage the other two faces of said shoe, and resilientmeans operatively interposed between said col-i umn and friction member and adapted to urge said member in one or the other direction as said column moves inone or the other direction.

4. In a railway car, the combination of a body bolster, a draft and bufllng column extending slidably past said bolster and having a friction surface, a friction shoe having triangularly, disposed friction surfaces one of which engages said column surface, means secured to said bolster and having oppositely inclined surfaces alternately engaging the other two facesof said shoe and holding thesame against substantial longitudinal slidably past said bolster and having a friction.

surface, stationary means having oppositely iii-.- clined surfaces, movable friction means having oppositely inclined surfaces corresponding to the inclined surfaces of said stationary means, said; inclined surfaces together with the friction surface on said column forming a substantially tri-, angular pocket, a substantially triangular friction shoe in said pocket, and resilient means operatively interposed between said column and said. movable friction means and adapted to urge said movable means in one or the other direction as said column moves in one or the other direction,

6. In a railway car, the combination of a body bolster, a draft and bufiing column extending slidably past said bolster and having a friction surface, a pair of relatively movable members having normally aligned surfaces forming a pocket with said friction surface, each member having oppositely inclined surfaces, a friction shoe in said pocket having a face engaging said friction surface and other faces corresponding to said inclined surfaces, and resilient means compressed on movement of said'column against one of said members and thereby urging said one member to move relatively to the other.

'7. In a railway car, the combination of a body bolster, a draft and bufling column extending slidably past said bolster and having a friction surface, a pair ofstationary spaced members a movable member slidabie: between said spaced members, said three members having substantially aligned edges comprising oppositely inclined surfaces defining a pocket with said friction surface, -a friction shoein said pocket 'having a face engaging 'said friction surface and other faces corresponding to said inclined surfaces','"=and'resilient means compressed onmovement'of said column against said movable member and thereby urging said movable member to move'between said stationary members. r

8. In a railway car, the combination of a body bolster, a draft and bufiing' column extending slidably past-said bolster and having a friction surface, a pair'of stationary spaced membersya movable member slidable between said spaced members, said three members having substantially aligned edges comprising oppositely inclined surfaces defining a pocket with said friction surface, a friction'shoe insaid pocket hav-' ing a face engaging said friction -surface and other faces corresponding tosaid inclined surfaces, and resilient means compressed against said movable member on movement of said column and thereby urging said movable member to move between said stationary members, saidlower stationary member having extensions under said pocket to support said shoe.

9. In a railway car, the combination of a body bolster, a draft and buffing column comprising spaced members extending slidably 'past said bolster, each of said members havinga friction surface, a pair of relatively movable members disposed between said spaced members and having corresponding portions of reduced width adjacent said friction surfaces to form pockets, each'of said pockets having oppositely inclined surfaces, a pair of friction shoes one in each'of said pockets and each having a face'engaging one of said friction surfaces and faces corresponding to said inclined surfaces, means connecting-one of said relatively movable members to the bolster, and resilient means operatively connectedto the other of said relatively movable members for urging it in one direction on buff and in the other direction on draft.

10. In a railway car, the combination of a body bolster, a .draft and buffing column comprising spaced members extending slidably past said bolster and each having a friction surface, spaced arms extending from said bolster between said members, a movable element disposed slidably between said arms, said element and arms having corresponding portions of reduced width adjacent said friction surfaces to form pockets therewith, each of said pockets having oppositely inclined surfaces, friction shoes one in each pocket' and each having a face engaging one of said friction surfaces and faces corresponding to said inclined surfaces, and resilient means operatively interposed between said column and movable element and compressed on movement of said column.

11. In a railway car, the combination of a body bolster, adraft and bufiing column comprising spaced :members extending slidably past said bolsterand each having a friction surface, spaced arms" extending from said bolster between said members, a movable element disposed slidably between said arms, said element and arms having corresponding portions of reduced width adjacent saidfri'ction surfaces to form pockets therewith, eachofsaid pockets having oppositely inclined surfaces, friction shoes one in each pocke1:- and each having a face engaging one of said friction surfaces and faces corresponding to said inclined surfaces, and resilient means operatively interposed between said column and movable element and compressed on movement of said column, one of said arms having extensions under said pocketsto support said shoes.

OTI-IO C.' DURYEA. 

